www.QV500.com - Ferrari 365 GT 2+2 Part 1: 365 GT 2+2
 

Throughout the 1960’s, Ferrari road cars had been moving further and further away from their racing sisters, competition cars becoming ever more highly specialised and street models more refined. Upon its introduction in 1967, the 365 GT became Ferrari's most luxuriously appointed production model, this car providing enough space for four adults and even coming with power steering. It was conceptualised as a replacement for the 330 GT although visually, the new car was inspired by Ferrari's 500 Superfast and 330 GTC Speciale. Only one version was ever offered, just over 800 being completed between 1967 and '71.

   

All 365 GT's used a traditional tubular steel chassis designated Tipo 591. It featured an identical wheelbase to the Tipo 571 seen previously on the 330 GT's. However, Ferrari incorporated a number of important developments onto this new spaceframe and the 365 became the first Maranello 2+2 to use fully independent suspension all round. Another new feature was self-levelling hydraulic rear suspension, developed in conjunction with Koni and intended to provide a consistent ride-height regardless of load or speed. This coupled with all-new power steering illustrated Ferrari's continuing efforts towards producing user-friendly Coupe's that could appeal to wealthy buyers who may otherwise have opted for an Aston Martin or Rolls Royce. Engine-wise, the 365 used a Colombo-derived Tipo 245 60° V12, displacement having been 4390cc thanks to a bore and stroke of 81 x 71mm respectively. Output was 320bhp at 6600rpm with compression set at 8.8:1 and three twin-choke Weber 40 DFI carburettors. Performance figures were impressive for a car weighing 1580kg, the 365 having been capable of a 152mph top speed and sprinting from 0-60 in 7.3 seconds. The big car handled too. Meanwhile, Federal emissions legislation was continually becoming more and more strict in North America.
 
As a result, Ferrari were forced to develop a US-legal 365 that featured an array of emissions equipment and a big reduction in power. Pininfarina designed and built the predominantly steel bodywork, aluminium only being used for the bonnet and boot lid. The Turin firm's design was clearly influenced by their very limited series of 330 GTC Speciale's, both featuring ultimately comparable tails, three-quarter glass and nose profiles. Elements of the 365 California's rear overhang and 330 GTC's grille treatment were also apparent, but this fusion of existing cues was nevertheless a remarkably cohesive design.
   
Prominent features were cowled front headlights that were exceedingly pretty when enclosed with perspex covers, an imposing rear overhang making this dimensionally the biggest car Ferrari had ever made. Borrani's cast-alloy ten-hole knock-off wheels were fitted as standard although wires from the same manufacturer were available as an expensive option. The interior was luxuriously appointed and featured air conditioning, electric windows and full Connolly leather. One of the nicest details was a teak veneer dash, the 365 being among the last Ferrari's to use this traditional material, later models employing brushed steel or aluminium instead. Launched during October 1967 at the Paris Salon, the 365 was very well received and proved a steady seller throughout its life. A few developments were made during this time with five-spoke Cromodora alloy wheels of a similar design to those used on the Daytona replacing Borrani's ten-hole knock-offs. Eventually, production was discontinued to make way for the much smaller 365 GTC/4 in early 1971 after 801 examples had been completed. An interesting footnote to the 365's story comes courtesy of Luigi Chinetti who convinced Ferrari to build him six US-spec 365 GT's specially fitted with GM automatic transmissions during 1969 and '70.